Thermostatic heat control for internal-combustion engines



Jan. 4-, 1927. 1,513,005

R. P. WRIGHT THERMOSTA'TiC HEAT CONTROL FOR INTERNAL COMBUSTION ENGINES Filed Nov. 18. 1920 Patented Jan. 4, 1927.

REA P. WRIGHT, OF WASHINGTON, DIS 'JI GARBURETER COMPANY, OF FLINT, MICHIGAN,

TES

RICT OF COLUMBIA, ASSIGNOR T0 MARVEL A coRPoaA'r'IoNor INDIANA.

THERMOS'IATIC HEAT CONTROL'FOR INTERNAL-COMBUSTION ENGINES.

Application filed November 18, 1920. Serial No. 424,907.

This invention relates to certain new and useful improvements 1n thermos tatic heat control for internal combustion engines, and IS a companion application of my applications Serial Numbers 424,908 and 424,999,

filed November 18, 1920, the object being to provide means for heating the charge in its passage to the internal combusa tion engine from the charge form in the form of a heating chamber exploslve ing device surrounding the carbureting passage and provided Witha thermostat disposed therein for con trolling the circulation of the exhaust gases therethrough.

Another and further object of the invention is to provide a construction which 1s exceedingly readily applied to any of the simple and one which can be well known makes of internal combustion engines now in use.

Other and further objects and advantages of the invention will be hereinafter set forth and the novel features thereof definedby the appended claim.

In the drawings- Figure 1 is a side combustion engine showing the of my, improved construction 0 elevation of an internal application thermostatic heat control, partly in section; and

Figure 2 is a section taken on li Figure 1..

In the drawings combustion engine, and 3 the intake manifold which ne22 of 1 indicates an internal 2 the exhaust manifold may be of any of the well known constructions now in use. Disposed between the intake manifold 3 and the charge forming ing 5 havin through whlch sage to the engine. rounded by a connected to an outlet nipple 10 disposed in the exhaust line by The coupling 10 device 4 is a casta central carbureting passagefi the chargepasses in its pas- The passage 6 is surheat chamber 7 which is provided with an inlet nipple 8 adapted to be 9 of a coupling api e 11.

is connected to the ex aust manifold 2 at one end and at the opposite end to the exhaust line pipe 12 which extends to the muffler in the usual way.

The heat chamber 7 is provide outlet nipple 13 to which 14 which can be carried back in haust line pipe or that the exhaust gases into the atmosphere. heat chamber is a bowed or ring d with an is connected a, pipe to the exto any point desired so will be discharged Dlsposed within the like thermostatic member 15 which has one end connected as shown at 16 to the outer wall of the carbureting passage and carries at its free end a valve 17 which is provided with a conical guiding point 18 for guiding the valve into the outlet nipple 13 of the heat chamber.

When the device is in the position shown in Figures 1 and 2 of the drawing the exhaust gases from the internal combustion engine passing out the exhaust manifold 2 into the coupling 10 will circulate through the heating chamber as they will seek the path of travel of the least resistance. As the exhaust line pipe through the medium of the manifold creates a certain amount of pressure the gases will pass through the pipe 11 into the heating chamber around the wall of the carburetingpassage and out the outlet pipe 14.

As the volume and heat of the exhaust gases increase the thermostatic member 15 expands'or tends to straighten out so as to partly close the outlet nipple 13 which re duces the volume of gases passing through the heating chamber and when the thermostatic member has expanded so as to completely close the outlet nipple the exhaust gases pass in the normal path of travel through the exhaust line pipe and mufiler.

From the foregoing description it will be seen that I have provided a thermostatic heat control for controlling the application of heat to the charge in its passage to the internal combustion engine through the medium of a thermostat disposed in the heat chamber and acted directly upon by the exhaust gases so that the charge wil be heated in its passage to the internal combustion engine, the thermostatic means preventing the charge from being overheated. When the engine is cold, the valve is in openposition and the exhaust gases pass directly through the heating chamber so as to heat the. same quickly. As the engine warms up, the valve gradually closes and by constructing the thermostat in such a manner that the valve will completely close when a certain degree of heat has been reached within the chamber, the charge will be prevented from being overheated.

In the drawing I have shown a casting disposed around the carbureting passage above the charge forming device but itis of course understood that I do not wish to limit myself to the application of heat at any particular point as the charge forming device and intakeimanifold could be entirely surrounded by a heating jacket provided with a thermostat constructed in accordance with my invention which would regulate the temperature of the explosive charge delivered to the engine but by the particular construction shown a simple device is formed which can be readily attached to any of the well known makes of internal combustion engines without heavy expense and without changing the parts in any way.

What I claim is The combination with an internal combustion engine having an exhaust manifold, intake manifold and charge forming device connected thereto, of a heater arranged to heat the charge in its passage from the charge forming device to the internal combustion engine, said heater being in, com munication with said exhaust manifold and having an outlet leading to the atmosphere, a bowed thermostat mounted within said heater having a valve provided .witha conical portion adapted to extend into the outlet, said bowed shaped thermostatic member ing acted on by the heat of said exhaust gases for controlling the passage of the exhaust gases through said heater for regulating the temperature of the charge passing to said internal combustion engine.

In testimony whereof I have hereunto affixed my signature,

REA P. WRIGHT. 

